Driving apparatus for vehicle and vehicle

ABSTRACT

A driving apparatus for vehicle includes a Ravigneaux planetary gear 501, a friction clutch 502, and a friction brake 503. Input paths 516 and 515 of two systems and an output path 517 of one system are provided for the Ravigneaux planetary gear. Continuously variable adjustment of output of the one system is achievable by adjusting each input of the two systems.

TECHNICAL FIELD

The present invention relates to a driving apparatus for vehicle and avehicle.

BACKGROUND ART

Patent Literature 1 discloses a discontinuous change of a speedreduction ratio produced by using a combination of a continuouslyvariable transmission and a two-speed sub-transmission at the time ofswitching between two stages of high and low speeds.

CITATION LIST Patent Literature

PTL 1: Japanese Patent No. 4660583

SUMMARY OF INVENTION Technical Problem

However, according to the above conventional art which produces adiscontinuous change of a speed reduction ratio by using a combinationof a continuously variable transmission and a two-speed sub-transmissionat the time of switching between high and low speeds, there has beenarising an issue of discomfort felt by a user as a result of speedchange shock, or a discontinuous change of acceleration, at the time ofabsorption of energy corresponding to a relative rotation speeddifference produced by the discontinuous change of the speed reductionratio.

Accordingly, an object of the present invention is to solve theaforementioned issue by providing a driving apparatus for vehicle and avehicle each preventing discomfort felt by a user as a result of speedchange shock, or a discontinuous change of acceleration.

Solution to Problem

In accomplishing these and other objects, according to an aspect of thepresent invention, there is provided a driving apparatus for vehicle,the apparatus comprising:

a Ravigneaux planetary gear;

a friction clutch; and

a friction brake,

wherein

input paths of two systems and an output path of one system are providedfor the Ravigneaux planetary gear, and

continuously variable adjustment of output of the one system is achievedby adjusting each input from the two systems connected to the Ravigneauxplanetary gear in an opened state of each of the friction clutch and thefriction brake.

In accomplishing these and other objects, according to a differentaspect of the present invention, there is provided a vehicle comprising:

a driving apparatus for vehicle that includes a Ravigneaux planetarygear, a friction clutch, and a friction brake, wherein input paths oftwo systems and an output path of one system are provided for theRavigneaux planetary gear; and

a controller provided on the vehicle to perform continuously variablecontrol of output of the one system by controlling a rotation direction,a rotation speed, and torque of each input from the two systemsconnected to the Ravigneaux planetary gear in an opened state of each ofthe friction clutch and the friction brake.

Advantageous Effects of Invention

According to the aspect of the present invention, continuously variableadjustment of output of one system is achievable by adjusting each inputof two systems. Accordingly, discomfort felt by a user as a result ofspeed change shock or a discontinuous change of acceleration isavoidable.

BRIEF DESCRIPTION OF DRAWINGS

These and other objects and features of the present invention willbecome apparent in the light of following description relating topreferred embodiments describing the accompanying drawings. In thedrawings:

FIG. 1 is a schematic configuration view of a driving apparatus forvehicle according to a first embodiment of the present invention;

FIG. 2 is an alignment chart of an operation state (variable speed,reverse rotation) of the driving apparatus for vehicle according to thefirst embodiment;

FIG. 3 is an alignment chart of an operation state (fixed reductionratio, reverse rotation) of the driving apparatus for vehicle accordingto the first embodiment;

FIG. 4 is an alignment chart of an operation state (variable speed,normal rotation) of the driving apparatus for vehicle according to thefirst embodiment;

FIG. 5 is an alignment chart of an operation state (fixed reductionratio, normal rotation) of the driving apparatus for vehicle accordingto the first embodiment;

FIG. 6 is a schematic configuration view of a driving apparatus forvehicle according to a modified example of the first embodiment of thepresent invention;

FIG. 7 is a schematic configuration view of a driving apparatus forvehicle according to a different modified example of the firstembodiment of the present invention;

FIG. 8 is a schematic configuration view of a driving apparatus forvehicle according to a further different modified example of the firstembodiment of the present invention;

FIG. 9 is a schematic configuration view of a vehicle including thedriving apparatus for vehicle according to the first embodiment of thepresent invention;

FIG. 10 is a schematic configuration view of a driving apparatus forvehicle according to a still further different modified example of thefirst embodiment of the present invention; and

FIG. 11 is a schematic configuration view of a driving apparatus forvehicle according to a still further different modified example of thefirst embodiment of the present invention.

DESCRIPTION OF EMBODIMENTS

Embodiments according to the present invention are hereinafter describedin detail with reference to the drawings.

First Embodiment

As illustrated in FIG. 1, a driving apparatus for vehicle 513 accordingto a first embodiment of the present invention includes a Ravigneauxplanetary gear 501, a friction clutch 502, a friction brake 503, and acontrol mechanism 316. Input paths of two systems and an output path ofone system are provided for the Ravigneaux planetary gear 501 in thisconfiguration. Continuously variable adjustment (control) of output ofthe one system is achievable by adjusting (controlling) a rotationdirection, a rotation speed, and torque of each input of the two systemsconnected to the Ravigneaux planetary gear 501 in an opened state ofeach of the friction clutch 502 and the friction brake 503. A vehicle591 (see FIG. 9) equipped with the driving apparatus for vehicle 513according to the first embodiment includes a vehicle-side controller(e.g., engine control unit (ECU)) 590 described below to perform theforegoing control.

According to the first embodiment, a continuously variablesub-transmission is adopted instead of the two-speed sub-transmission tosolve the conventional issue. This point is hereinafter detailed.

The Ravigneaux planetary gear 501 includes a first sun gear 504, asecond sun gear 505, a first pinion gear 506, a second pinion gear 507,a ring gear 508, and a pinion carrier 509.

Relative rotations of the second pinion gear 507 and the first piniongear 506 are regulated by the identical pinion carrier 509.

The first sun gear 504 engages with the first pinion gear 506 via thesecond pinion gear 507.

The second sun gear 505 engages with the first pinion gear 506. Thefirst pinion gear 506 is a gear elongated in the axial direction, andengages with the second sun gear 505 on the downstream side of anengagement portion between the first pinion gear 506 and the secondpinion gear 507.

The first pinion gear 506 and the ring gear 508 engage with each other.The ring gear 508 is disposed outside the first pinion gear 506.

A first input path of the input paths of the two systems is connected tothe second sun gear 505, while a second input path is connected to thefirst sun gear 504. The output path of the one system is connected tothe ring gear 508.

In an example, the first input path of the input passes of the twosystems in FIG. 1 is defined by connection between the second sun gear505 and a first output shaft 515 of an engine 510 provided as an exampleof an internal combustion engine. The second input path thereof isdefined by connection between a rotation shaft 516 integrally rotatingwith a rotor 511 a of an electric motor 511, and the first sun gear 504.The upstream side of a second output shaft 517 provided as the outputpath of the one system is connected to the ring gear 508, while thedownstream side of the second output shaft 517 is connected to atransmission 512.

A stator 511 b for the rotor 511 a of the electric motor 511 is fixed toa fixed end (case of driving apparatus for vehicle 513) 520. The rotor511 a rotates relative to the stator 511 b.

The friction clutch 502 and the friction brake 503 are also connected tothe rotation shaft 516 integrally rotating with the rotor 511 a of theelectric motor 511. Accordingly, driving is achievable by closing of thefriction clutch 502 or the friction brake 503 only with the engine 510even when electric input from the electric motor 511 becomes zero as aresult of no supply of power from a battery.

The friction clutch 502 and the friction brake 503 are configured to becontrolled (closed or opened) by closing control under the controlmechanism 316. The control mechanism 316 herein is a hydraulic piston oran electric actuator, for example, which independently closes or opensthe friction clutch 502 and/or the friction brake 503. For example, thefriction clutch 502 transmits torque by an axial press against disks 341and driven plates 343 alternately overlapped with each other. In thiscase, a pressing action is achievable by a direct press with a hydraulicpiston or by a press with an electric actuator via a bearing. Thefriction brake 503 stops rotation by an axial press against disks 344and driven plates 345 alternately overlapped on each other. In thiscase, a pressing action is achievable by a direct press with a hydraulicpiston or by a press with an electric actuator via a bearing.

More specifically, the friction clutch 502 regulates relative rotationsof the rotation shaft 516 and the pinion carrier 509 of the Ravigneauxplanetary gear 501, while the friction brake 503 regulates relativerotations of the pinion carrier 509 of the Ravigneaux planetary gear 501and the fixed end (case of driving apparatus for vehicle 513) 520.

The pinion carrier 509 is connected to a driving ring 342 describedbelow.

More specifically, the friction clutch 502 and the friction brake 503have following configurations as illustrated in FIG. 1.

The annular disks 341 for the friction clutch 502 are connected to anouter surface of an input side member 340 which is concentricallyconnected to the rotation shaft 516 of the electric motor 511 andintegrally rotates with the rotation shaft 516. The driving ring 342,whose rotation axis center is disposed concentrically with the rotationshaft 516, includes on the inner surface side thereof the annular drivenplates 343 for the friction clutch 502 facing the disks 341. The drivingring 342 is restricted in the axial direction of the rotation shaft 516.The annular disks 344 for the friction brake 503 are connected to theouter surface side of the driving ring 342. The annular driven plates345 for the friction brake 503 are connected to the innercircumferential surface of the fixed end (case of driving apparatus forvehicle 513) 520 at positions facing the annular disks 344. Note thatthe driven plates 345 are restricted in the rotation direction withrespect to the fixed end 520, but are movable in the axial direction ofthe rotation shaft 516. In this manner, the annular disks 341 for thefriction clutch 502 and the annular driven plates 343 for the frictionclutch 502 are alternately disposed with a clearance left between eachother. In addition, the annular disks 344 for the friction brake 503 andthe annular driven plates 345 for the friction brake 503 are alternatelydisposed with a clearance left between each other. Accordingly, thedisks 341 and the driven plates 343 disposed adjacent to each other forthe friction clutch 502 are allowed to contact with each other withpressure or separate from each other to achieve relative rotationregulation by axial forward or backward movement using a hydraulicpiston or an electric actuator, for example, under the closing controlby the control mechanism 316. Simultaneously, the disks 344 and theannular driven plates 345 disposed adjacent to each other for thefriction brake 503 are allowed to contact with each other with pressureor separate from each other to achieve relative rotation regulation.Note that the disks 344 and the driven plates 345 for the friction brake503 are allowed to achieve forward and backward movement in the axialdirection, while the driving ring 342 is restricted in the axialdirection.

The friction clutch 502 is configured to regulate relative rotations ofany two elements selected from the first sun gear 504, the second sungear 505, the pinion carrier 509, and the ring gear 508. The frictionbrake 503 is configured to regulate relative rotations of the pinioncarrier 509 and a fixed end (case of driving apparatus for vehicle 513)520.

The expression “to regulate” herein refers to any action of forward orbackward movement of components in the axial direction by driving of thecontrol mechanism 316 to shift one of the components in the axialdirection for contact with each other and thereby achieving connectionbetween the components, to shift one of the components in the axialdirection for separation from each other and thereby achievingdisconnection between the components, or to shift one of the componentsin the axial direction for approach to each other and thereby achievingslip between the components with contact therebetween (half-clutch).

An operation of the driving apparatus for vehicle 513 having thisconfiguration is now described.

FIG. 2 is an alignment chart of an operation state (variable speed,reverse rotation) of the driving apparatus for vehicle 513. FIG. 3 is analignment chart of an operation state (fixed reduction ratio, reverserotation) of the driving apparatus for vehicle 513. FIG. 4 is analignment chart of an operation state (variable speed, normal rotation)of the driving apparatus for vehicle 513. FIG. 5 is an alignment chartof an operation state (fixed reduction ratio, normal rotation) of thedriving apparatus for vehicle 513.

Each of FIGS. 2 to 5 herein is an alignment chart showing a mechanicalrelationship between rotation speeds and torques of respective rotationelements in the driving apparatus for vehicle 513. Four vertical linesin a horizontal-axis X direction in each of the alignment charts inFIGS. 2 to 5 represent a gear ratio relationships of rotation elements,i.e., the second sun gear 505, the pinion carrier 509, the ring gear508, and the first sun gear 504 of the Ravigneaux planetary gear 501 inthis order from the left in the chart, respectively. Each of the fourvertical lines indicates two-dimensional coordinates expressing arelative rotation speed in the vertical-axis Y direction. One dottedoblique line indicates rotation speeds, i.e., respective rotation speedsof the electric motor 511 and the engine 510 provided as an example ofan internal combustion engine connected to the output shaft.

FIG. 2 illustrates a continuously variable transmission mode of thedriving apparatus for vehicle 513. In this mode, the engine 510 and theelectric motor 511 have a relationship of reversed rotation directions.Accordingly, the second sun gear 505 (input) and the ring gear 508(output) have a relationship of reversed rotation directions. Inaddition, a value of output from the ring gear 508 is adjustable by anyspeed reduction ratio obtained by adjusting the rotation speed of theelectric motor 511 connected to the first sun gear 504 via the rotationshaft 516 and the rotation speed of the engine 510 connected to thesecond sun gear 505 via the first output shaft 515 in a free state ofthe pinion carrier 509 without closing of the friction clutch 502 andthe friction brake 503 by the control mechanism 316. The rotationdirection, the rotation speed, and the torque output from the ring gear508 are determined in accordance with the rotation directions, therotation speeds, and the torque of the engine 510 and the electric motor511 (as for relationship between rotation speeds and torques, see dottedline indicating linear relationship on alignment chart). The respectiverotation directions, the rotation speeds, and the torques of the engine510 and the electric motor 511 herein are not determined simply by thesingle driving apparatus for vehicle 513. Instead, the operation statesof the engine 510 and the electric motor 511 are determined andcontrolled based on comprehensive determination made by the controller(engine control unit (ECU) or the like) 590 at the side of the vehicleequipped with the driving apparatus for vehicle 513 based on a requestfrom a user with reference to respective degrees of efficiency of theengine 510 and the electric motor 511, a state of a battery, or otherconditions.

FIG. 3 shows a fixed speed reduction ratio mode of the driving apparatusfor vehicle 513. In this mode, the second sun gear 505 (input) and thering gear 508 (output) have a relationship of reversed rotationdirections. In addition, the speed reduction ratio is fixed when thepinion carrier 509 is fixed by closing of the friction brake 503 underthe control mechanism 316. Accordingly, a rotation speed of the electricmotor 511 connected to the first sun gear 504 and a value of output fromthe ring gear 508 are determined when the rotation speed of the engine510 connected to the second sun gear 505 is determined.

FIG. 4 shows a continuously variable transmission mode of the drivingapparatus for vehicle 513, where the second sun gear 505 (input) and thering gear 508 (output) have a relationship of rotations in the samedirection. In addition, the rotation direction of output from the ringgear 508 is equalized when the rotation direction of the electric motor511 connected to the first sun gear 504 is equalized with the rotationdirection of the engine 510 connected to the second sun gear 505 byequalization of the rotation directions of the engine 510 and theelectric motor 511 in a free state of the pinion carrier 509 withoutclosing of the friction clutch 502 and the friction brake 503 by thecontrol mechanism 316. Moreover, a value of output from the ring gear508 is adjustable by any speed reduction ratio obtained by adjusting therotation speed of the electric motor 511 connected to the first sun gear504 and the rotation speed of the engine 510 connected to the second sungear 505. Note herein that input and output rotate in the same directionwhen the engine 510 and the electric motor 511 rotate in the samerotation direction. The normal rotation and reverse rotation, andadjustment of the rotation speed of the electric motor 511 areachievable by using the controller (e.g., inverter) 590.

FIG. 5 shows a fixed speed reduction ratio mode of the driving apparatusfor vehicle 513, where the second sun gear 505 (input) and the ring gear508 (output) have a relationship of rotations in the same direction. Inaddition, the speed reduction ratio is fixed to 1 by connection betweenthe pinion carrier 509 and the first sun gear 504 via the frictionclutch 502 connected to the pinion carrier 509 by driving of the controlmechanism 316. In this case, a rotation speed of the electric motor 511connected to the first sun gear 504 and a value of output from the ringgear 508 are determined when the rotation speed of the engine 510connected to the second sun gear 505 is determined.

When the transmission 512 is a CVT, the transmission 512 may beconfigured by a pair of pulleys 311 b (only one of pulleys 311 b isshown, and the other pulley is not shown) capable of adjusting adistance between opposed sheave surfaces 311 a, and a band-shaped member311 c such as a belt or a chain laid between the pair of pulleys 311 b.

According to the first embodiment as described above, the issue of speedchange shock or a feeling of discontinuity of acceleration can be solvedby making at least continuous (smooth) adjustment of input of the twosystems. In other words, there occurs an issue of speed change shock ora feeling of discontinuity of acceleration at the time of rapidregulation of relative rotations by using elements allowing a slightslip but only producing substantially two states of on and off (i.e.,discontinuous elements), such as a friction clutch and a friction brake.In this case, the user may be shocked, for example, at the time of aninstantaneous stop (brake) of a driving electric motor, for example.

More specifically, in comparison with the two-speed sub-transmissionwhich switches between high and low speeds in Patent Literature 3, thefirst embodiment adopting the continuously variable sub-transmission caneliminate speed change shock caused by a speed change of thesub-transmission, or discomfort felt by a user as a result of adiscontinuous change of acceleration. Moreover, the driving apparatusfor vehicle 513 functions as a continuously variable sub-transmissionwhen combined with the existing transmission 512. Accordingly, atransmission gear ratio range (ratio coverage) of the existingtransmission 512 expands, wherefore traveling performance and fuelconsumption of the vehicle can improve. Moreover, the driving apparatusfor vehicle 513 functioning as a continuously variable sub-transmissionachieves smooth operation. Furthermore, addition of the electric motor511 can improve fuel consumption of the vehicle.

In a modified example of the first embodiment, as illustrated in FIG. 6,the input paths of the two systems may be constituted by a first inputpath defined by connection between the second sun gear 505 and theelectric motor 511, and a second input path defined by connectionbetween the first sun gear 504 and the engine 510 provided as an exampleof an internal combustion engine to make connection between the frictionbrake 503 and the ring gear 508, and between the output 517 and thepinion carrier 509. Note that the control mechanism 316 is capable ofshifting the disks and the driven plates forward and backward in theaxial direction to perform closing control of the friction clutch 502and the friction brake 503. According to this modified example, effectssimilar to the effects of the first embodiment can be obtained.

In a different modified example illustrated in FIG. 7, the input pathsof the two systems may be constituted by a first input path defined byconnection between the second sun gear 505 and the first electric motor511 provided as a first electric motor, and a second input path definedby connection between the first sun gear 504 and a second electric motor531. A stator 531 b for the rotor 531 a of the electric motor 531 isfixed to the fixed end (case of driving apparatus for vehicle 513) 520.The rotor 531 a rotates relative to the stator 531 b. Note that thesecond electric motor 531 in FIG. 7 is disposed at the position of theelectric motor 511 in FIG. 1. The first electric motor 511 is disposedon the upstream side of the second electric motor 531 in such a manneras to connect with the first output shaft 515 on the downstream side ofa torsional vibration damper 521.

According to this different modified example, following effects can beobtained. Generally, an electric motor is required to use a range ofsmall load and low efficiency when necessary driving force is smallduring driving of a vehicle. In this case, either the first electricmotor 511 or the second electric motor 531 is used as an electric motorfor driving, while the other of the first and second electric motors 511and 531 is used as a power generator, i.e., an electric motor for load.According to this configuration, the electric motor for driving isdriven in a range of larger load and higher efficiency, while powerexceeding driving force necessary for vehicle driving is generated bythe other electric motor, and can be stored as electrical energy. Theelectrical energy stored herein can be used for subsequent vehicledriving. When necessary driving force for driving a vehicle is large inan opposite case, an electric motor is required to use a large load andlow efficiency range. In this case, driving force is shared by the firstelectric motor 511 and the second electric motor 531 to lower each loadof the electric motors and achieve driving in a high efficiency range.

In a further different modified example, as illustrated in FIG. 8, adifferent clutch 540 may be added between the torsional vibration damper521 and the second sun gear 505 to allow separation of the engine 510.The damper 521 is a damper provided for transmitting a torque of theengine 510, and absorbing and isolating torsional vibration. An inputside member 540 a of the different clutch 540 is connected to thedownstream side of the torsional vibration damper 521, while an outputside member 540 b disposed adjacent to the input side member 540 a andfacing the input side member 540 a is connected to an output shaft 541of the different clutch 540. The output shaft 541 is connected to thesecond sun gear 505. Accordingly, torque of the engine 510 istransmitted to the output shaft 541 during closing between the inputside member 540 a and the output side member 540 b. However, torque ofthe engine 510 is not transmitted to the output shaft 541 duringseparation between the input side member 540 a and the output sidemember 540 b.

According to this different modified example, losses produced bycorotation of the engine 510 (friction and pumping losses) can beeliminated when the vehicle is driven only by the electric motor 511, orwhen kinetic energy of the vehicle is regenerated into electrical energyby the electric motor 511. Accordingly, efficiency during driving and aregeneration quantity can improve.

Furthermore, following two combinations may be adopted as modifiedexamples of the combination of any two elements selected from the firstsun gear 504, the second sun gear 505, the pinion carrier 509, and thering gear 508 in the first embodiment as a combination of relativerotations regulated by the friction clutch 502, as well as thecombination of the first sun gear 504 and the pinion carrier 509 asdescribed above.

FIG. 10 illustrates a modified example which positions the frictionclutch 502 between the pinion carrier 509 and the ring gear 508. Morespecifically, the pinion carrier 509 and the driving ring 342 areconnected to each other. The annular disks 341 for the friction clutch502 are connected to an outer surface of a ring member 340 a. The ringmember 340 a in this condition is connected to the ring gear 508 and thesecond output shaft 517.

FIG. 11 illustrates another modified example which positions thefriction clutch 502 between the first sun gear 504 and the second sungear 505. More specifically, the first sun gear 504 is connected via therotation shaft 516 to a rotation ring 342 c which integrally rotateswith the rotor 511 a of the electric motor 511. Moreover, the annulardisks 341 for the friction clutch 502 are connected to an outer surfaceof the first output shaft 515. The first output shaft 515 in thiscondition is connected to the second sun gear 505.

According to the foregoing three configuration examples in total, i.e.,the embodiment in FIG. 1, the modified example in FIG. 10, and themodified example in FIG. 11, effects produced by the friction clutch 502can be basically obtained as common effects. However, in view of dragtorque of the friction clutch 502 during closing of the friction brake503 disposed between the pinion carrier 509 and the fixed end 520 (i.e.,during relative rotations of disks 341 and plates 343 with frictionclutch 502 opened), following differences are produced. Specificdescription is made below.

(1) According to the configuration example in FIG. 1, a relativerotation speed difference is produced between the disks 341 and theplates 343 of the friction clutch 502 by an amount of a length of adownward arrow put for the first sun gear 504 in FIG. 3.

(2) According to the configuration example in FIG. 10, a relativerotation speed difference is produced between the disks 341 and theplates 343 of the friction clutch 502 by an amount of a length of adownward arrow put for the ring gear 508 in FIG. 3.

(3) According to the configuration example in FIG. 11, a relativerotation speed difference is produced between the disks 341 and theplates 343 of the friction clutch 502 by an amount of the sum of alength of an upward arrow put for the second sun gear 505 and the lengthof the downward arrow put for the first sun gear 504 in FIG. 3.

Summarizing above, the respective levels of the relative rotation speeddifference have a relationship of: configuration example (2) in FIG.10<configuration example (1) in FIG. 1<configuration example (3) in FIG.11. Regarding problems caused by a relative rotation speed difference,in the opened state of the friction clutch 502, a state close to ano-torque transmission state is basically produced. However, in case ofa wet clutch or the like which has lubricant between disks and plateseven in an opened state, a viscous resistance component in a shearingdirection remains, and causes drag torque, i.e., power losses.

Accordingly, in view of drag torque, the order of excellency of therespective configuration examples is considered as the configurationexample (2) in FIG. 10, the configuration example (1) in FIG. 1, and theconfiguration example (3) in FIG. 11 in the descending order.

By properly combining the arbitrary embodiment(s) or modified example(s)of the aforementioned various embodiments and modified example(s), theeffects possessed by the embodiment(s) or modified example(s) can beproduced. Moreover, combinations of the embodiments, combinations of theworking examples, and combinations of the embodiment(s) and the workingexample(s) may be made. Furthermore, combinations of the featuresincluded in the different embodiments or working examples may be made.

Although the present invention has been fully described in connectionwith the embodiments thereof with reference to the accompanyingdrawings, it is to be noted that various changes and modifications areapparent to those skilled in the art. Such changes and modifications areto be understood as included within the scope of the present inventionas defined by the appended claims unless they depart therefrom.

INDUSTRIAL APPLICABILITY

A driving apparatus for vehicle and a vehicle according to the presentinvention prevent discomfort felt by a user as a result of speed changeshock or a discontinuous change of acceleration, and are thereforeuseful when applied to various types of vehicle including a compactautomobile.

REFERENCE SIGNS LIST

-   -   311 a. sheave surface    -   311 b. pulley    -   311 c. band-shaped member    -   316. control mechanism    -   340. input side member    -   340 a. ring member    -   341. disk    -   342, 342 b. driving ring    -   342 c. rotation ring    -   343. driven plate    -   344. disk    -   345. driven plate    -   501. Ravigneaux planetary gear    -   502. friction clutch    -   503. friction brake    -   504. first sun gear    -   505. second sun gear    -   506. first pinion gear    -   507. second pinion gear    -   508. ring gear    -   509. pinion carrier    -   510. engine    -   511. electric motor    -   511 a. rotor    -   511 b. stator    -   512. transmission    -   513. driving apparatus for vehicle    -   515. first output shaft    -   516. rotation shaft    -   517. second output shaft    -   520. fixed end (case of driving apparatus for vehicle)    -   521. torsional vibration damper    -   531. second electric motor    -   531 a. rotor    -   531 b. stator    -   540. different clutch    -   540 a. input side member    -   540 b. output side member    -   541. output shaft    -   590. controller    -   591. vehicle

1-11. (canceled)
 12. A driving apparatus for vehicle, the apparatuscomprising: a Ravigneaux planetary gear; a friction clutch; and afriction brake, wherein input paths of two systems and an output path ofone system are provided for the Ravigneaux planetary gear, andcontinuously variable adjustment of output of the one system is achievedby adjusting a rotation direction, a rotation speed, and torque of eachinput from the two systems connected to the Ravigneaux planetary gear inan opened state of each of the friction clutch and the friction brake.13. The driving apparatus for vehicle according to claim 12, wherein theRavigneaux planetary gear includes a first sun gear, a second sun gear,a first pinion gear, a second pinion gear, a ring gear, and a pinioncarrier.
 14. The driving apparatus for vehicle according to claim 13,wherein relative rotations of the second pinion gear and the firstpinion gear are regulated by the identical pinion carrier, the first sungear engages with the first pinion gear via the second pinion gear, thesecond sun gear engages with the first pinion gear, and the first piniongear engages with the ring gear.
 15. The driving apparatus for vehicleaccording to claim 13, wherein the input paths of the two systems areconnected such that a first input path of the input paths is connectedto the second sun gear, and that a second input path of the input pathsis connected to the first sun gear, and the output path of the onesystem is connected to the ring gear.
 16. The driving apparatus forvehicle according to claim 14, wherein the input paths of the twosystems are connected such that a first input path of the input paths isconnected to the second sun gear, and that a second input path of theinput paths is connected to the first sun gear, and the output path ofthe one system is connected to the ring gear.
 17. The driving apparatusfor vehicle according to claim 12, wherein the input paths of the twosystems are connected such that a first input path of the input paths isconnected to an internal combustion engine, and a second input path ofthe input paths is connected to an electric motor.
 18. The drivingapparatus for vehicle according to claim 13, wherein the input paths ofthe two systems are connected such that a first input path of the inputpaths is connected to an internal combustion engine, and a second inputpath of the input paths is connected to an electric motor.
 19. Thedriving apparatus for vehicle according to claim 14, wherein the inputpaths of the two systems are connected such that a first input path ofthe input paths is connected to an internal combustion engine, and asecond input path of the input paths is connected to an electric motor.20. The driving apparatus for vehicle according to claim 14, theapparatus further comprising: a friction clutch that regulates relativerotations of the first sun gear and the pinion carrier of the Ravigneauxplanetary gear; a friction brake that regulates relative rotations ofthe pinion carrier of the Ravigneaux planetary gear and a case of thedriving apparatus for vehicle; and a control mechanism that closes andopens each of the friction clutch and the friction brake, whereincontinuously variable adjustment of output of the one system is achievedby adjustment of each input from the two systems, the adjustment of eachinput being achieved by closing or opening each of the friction clutchand the friction brake by using the control mechanism.
 21. The drivingapparatus for vehicle according to claim 20, wherein a continuouslyvariable transmission mode is achieved by equalizing a rotationdirection of output from the ring gear with a rotation direction of anelectric motor connected to the first sun gear and a rotation directionof an engine connected to the second sun gear by equalization betweenthe rotation direction of the electric motor and the rotation directionof the engine in an opened state of each of the friction clutch and thefriction brake achieved by the control mechanism, in a state ofequalization between the rotation directions of the second sun gear andthe ring gear, and in a free state of the pinion carrier, and byadjusting a value of output from the ring gear by any speed reductionratio obtained by adjustment of the rotation speed of the electric motorconnected to the first sun gear and the rotation speed of the engineconnected to the second sun gear.
 22. The driving apparatus for vehicleaccording to claim 15, wherein the input paths of the two systems areconnected such that the first input path of the input paths is connectedto an electric motor, and the second input path of the input paths isconnected to an internal combustion engine.
 23. The driving apparatusfor vehicle according to claim 16, wherein the input paths of the twosystems are connected such that the first input path of the input pathsis connected to an electric motor, and the second input path of theinput paths is connected to an internal combustion engine.
 24. Thedriving apparatus for vehicle according to claim 12, wherein the inputpaths of the two systems are connected such that a first input path ofthe input paths is connected to a first electric motor, and a secondinput path of the input paths is connected to a second electric motor.25. The driving apparatus for vehicle according to claim 13, wherein theinput paths of the two systems are connected such that a first inputpath of the input paths is connected to a first electric motor, and asecond input path of the input paths is connected to a second electricmotor.
 26. The driving apparatus for vehicle according to claim 14,wherein the input paths of the two systems are connected such that afirst input path of the input paths is connected to a first electricmotor, and a second input path of the input paths is connected to asecond electric motor.
 27. The driving apparatus for vehicle accordingto claim 14, the apparatus further comprising: a friction clutch thatregulates relative rotations of any two elements selected from the firstsun gear, the second sun gear, the pinion carrier, and the ring gear; afriction brake that regulates relative rotations of the pinion carrierand a case of the driving apparatus for vehicle; and a control mechanismthat closes and opens each of the friction clutch and the frictionbrake, wherein the control mechanism opens each of the friction clutchand the friction brake and adjusts each input of the two systems toachieve continuously variable adjustment of output from the one system.28. A vehicle comprising: a driving apparatus for vehicle that includesa Ravigneaux planetary gear, a friction clutch, and a friction brake,wherein input paths of two systems and an output path of one system areprovided for the Ravigneaux planetary gear; and a controller provided onthe vehicle to perform continuously variable control of output of theone system by controlling a rotation direction, a rotation speed, andtorque of each input from the two systems connected to the Ravigneauxplanetary gear in an opened state of each of the friction clutch and thefriction brake.